US20020187874A1 - Driving force transmitting device for vehicle - Google Patents

Driving force transmitting device for vehicle Download PDF

Info

Publication number
US20020187874A1
US20020187874A1 US10/208,770 US20877002A US2002187874A1 US 20020187874 A1 US20020187874 A1 US 20020187874A1 US 20877002 A US20877002 A US 20877002A US 2002187874 A1 US2002187874 A1 US 2002187874A1
Authority
US
United States
Prior art keywords
rotating
spline
wheel
driving force
differential
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Granted
Application number
US10/208,770
Other versions
US6620073B2 (en
Inventor
Masumi Kazaoka
Toru Kagata
Original Assignee
Masumi Kazaoka
Toru Kagata
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Priority to JP11-200021 priority Critical
Priority to JP20002199 priority
Priority to JP11(1999)-200021 priority
Priority to JP2000-212515 priority
Priority to JP2000212515A priority patent/JP4461582B2/en
Priority to US09/617,034 priority patent/US6450915B1/en
Priority to US10/208,770 priority patent/US6620073B2/en
Application filed by Masumi Kazaoka, Toru Kagata filed Critical Masumi Kazaoka
Publication of US20020187874A1 publication Critical patent/US20020187874A1/en
Application granted granted Critical
Publication of US6620073B2 publication Critical patent/US6620073B2/en
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

Links

Images

Classifications

    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60KARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K23/00Arrangement or mounting of control devices for vehicle transmissions, or parts thereof, not otherwise provided for
    • B60K23/08Arrangement or mounting of control devices for vehicle transmissions, or parts thereof, not otherwise provided for for changing number of driven wheels, for switching from driving one axle to driving two or more axles
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60KARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K17/00Arrangement or mounting of transmissions in vehicles
    • B60K17/34Arrangement or mounting of transmissions in vehicles for driving both front and rear wheels, e.g. four wheel drive vehicles
    • B60K17/348Arrangement or mounting of transmissions in vehicles for driving both front and rear wheels, e.g. four wheel drive vehicles having differential means for driving one set of wheels, e.g. the front, at one speed and the other set, e.g. the rear, at a different speed
    • B60K17/35Arrangement or mounting of transmissions in vehicles for driving both front and rear wheels, e.g. four wheel drive vehicles having differential means for driving one set of wheels, e.g. the front, at one speed and the other set, e.g. the rear, at a different speed including arrangements for suppressing or influencing the power transfer, e.g. viscous clutches

Abstract

A driving force transmitting device for a vehicle includes a drive mode-shifting mechanism which is disposed in the final drive gear-set of a vehicle. The drive mode-shifting mechanism includes a first rotating member, a second rotating member, a third rotating member, and a movable member. The movable member is movable between a first position in which the first and second rotating members are disconnected to effect the two-wheel-drive mode, a second position in which the first and second rotating members are connected to effect differential-free four-wheel-drive mode, and a third position in which the second and third rotating members are connected to effect the differential-lock four-wheel-drive mode.

Description

  • This application is based on and claims priority under 35 U.S.C. §119 with respect to Japanese Application No. 11(1999)-200021 filed on Jul. 14, 1999 and Japanese Application No. 2000-212515 filed on Jul. 13, 2000, the entire content of both of which is incorporated herein by reference.[0001]
  • FIELD OF THE INVENTION
  • The present invention generally relates to a driving force transmitting device for a vehicle. More particularly, the present invention pertains to a driving force transmitting device including a drive mode-shifting mechanism which shifts the drive mode between a two-wheel drive mode, a differential free four-wheel drive mode, and a differential lock four-wheel drive mode. [0002]
  • BACKGROUND OF THE INVENTION
  • A conventional driving force transmitting device for a vehicle is disclosed in Japanese Patent Application Laid-Open Publication No. Hei 8 (1996)-85355. This device includes a first sleeve connected to the outer circumference of the right drive shaft and movable axially via a spline engagement, a second sleeve connected to the outer circumference of the first sleeve and axially movable via a spline engagement, a first dog-clutch device formed on the right side gear of the differential gear and the first sleeve to connect and disconnect the right side gear and the first sleeve in response to axial movement of the first sleeve, and a second dog-clutch device formed on the casing of the differential gear and the second sleeve to connect and disconnect the casing and the second sleeve in response to axial movement of the second sleeve. With this device, when the first sleeve is disconnected from the right side gear and the second sleeve is disconnected from the casing, the transmission of the driving force between the right and left drive shafts and the propeller or drive shaft is prohibited, and a two-wheel drive mode is thus established. When the first sleeve is connected to the right side gear and the second sleeve is disconnected from the casing, the transmission of the driving force between the right and left drive shafts and the drive shaft is allowed with functional operation of the differential gear, and so a differential-free four wheel drive mode is established. Further, when the first sleeve is connected to the right side gear and the second sleeve is connected to the casing, the transmission of the driving force between the right and left drive shafts and the drive shaft is allowed while prohibiting the functional operation of the differential gear, and so a differential-lock four wheel drive mode is established. [0003]
  • In the above-described device, however, two sleeves are required for shifting the drive mode between the three drive modes. Namely, the first sleeve shifts the drive mode between the two-wheel drive mode and the differential free four-wheel drive mode, and the second sleeve shifts the drive mode between the differential free four-wheel drive mode and the differential lock four-wheel drive mode under the first sleeve-on condition. Therefore, the number of the component increases and the complexity of the structure of the device is increased. [0004]
  • Further, because two actuators are required for operating the sleeves, the overall size of the system, including the transmitting device and the actuators, is increased and the manufacturing cost of the transmitting device is also increased. [0005]
  • In light of the foregoing, a need exists for a driving force transmitting device that does not suffer from the foregoing disadvantages and drawbacks. [0006]
  • It would thus be desirable to provide a driving force transmitting device for a vehicle which is able to shift the drive mode between three drive modes without increasing the manufacturing cost, the number of components and the complexity of the overall device. [0007]
  • SUMMARY OF THE INVENTION
  • According to one aspect of the present invention, a driving force transmitting device for a vehicle includes a housing in which are disposed a differential gear connected to a pair of wheels and a drive-mode-shifting mechanism. The drive-mode-shifting mechanism includes a first rotating member forming an output member of the differential gear for one wheel side, a second rotating member rotatable relative to the first rotating member and rotatable together with one of the wheels, a third rotating member rotatable together with a casing of the differential gear to which driving force is transmitted from a power source, and a movable member. The movable member is movable between a first position in which the first and the second rotating members are disconnected to effect the two-wheel-drive mode, a second position in which the first and the second rotating members are connected to effect the differential-free four-wheel-drive mode, and a third position in which the first, the second and the third rotating members are connected to effect the differential-lock four-wheel-drive mode. [0008]
  • When the movable member is positioned to disconnect the connection between the first and the second rotating members (i.e., the two-wheel-drive mode), the casing and the third rotating member rotate together in response to the driving force transmitted from the power source. An output member of the differential gear for another wheel side does not transmit the driving force from the power source to another wheel because the output member of the differential gear for one wheel side is disconnected from one wheel. [0009]
  • When the movable member is positioned to connect the first and second rotating members and disconnect the connection between the first and third rotating members (i.e., the differential-free four-wheel-drive mode), the third rotating member rotates together with the first and second rotating members, and the output member of the differential gear for another wheel side transmits power from the power source. In this mode, the difference in rotational speed between the one wheel and another wheel is absorbed because the first rotating member is connected with the output member of another wheel side through the differential gear. Furthermore, when the movable member connects the first and second rotating members and connects the first and third rotating members (i.e., the differential-lock four-wheel-drive mode), the pair of wheels rotates at the same rotation speed because the first, second and third rotating members are locked, and power is transmitted to the pair of wheels from the power source. Accordingly, it is possible to shift the drive mode between the two-wheel drive mode, the differential-free four-wheel-drive mode and the differential-lock four-wheel drive mode through the operation of the movable member. [0010]
  • According to another aspect of the present invention, a driving force transmitting device for a vehicle includes a housing in which are disposed a differential gear connected to a pair of wheels and a drive-mode-shifting mechanism. The drive-mode-shifting mechanism includes a first rotating member rotatable in response to the driving force transmitted from a power source, a second rotating member rotatable together with a casing of the differential gear, a third rotating member forming an output member for the differential gear and rotatable together with the one wheel, and a movable member shiftable between a first position in which the first and second rotating members are disconnected to effect the two-wheel-drive mode, a second position in which the first and second rotating members are connected to effect differential-free four-wheel-drive mode, and a third position in which the first and third rotating members are connected to effect the differential-lock four-wheel-drive mode. [0011]
  • When the movable member disconnects the connection between the first and second rotating members (i.e., the two-wheel-drive mode), the driving force from the power source is not transmitted to the pair of wheels because the driving force from the power source is not transmitted to the casing of the differential gear. When the movable member connects the first and second rotating members and disconnects the first and third rotating members (i.e., the differential-free four-wheel-drive mode), the driving force from the power source is transmitted to the pair of wheels through the differential gear, because the first rotating member rotates together with the casing through the second rotating member. In this mode, the difference in rotational speed between the one wheel and another wheel is absorbed by the differential gear. Further, when the movable member connects the first and second rotating members and connects the first and third rotating members (i.e., the differential-lock four-wheel-drive mode), the pair of wheels rotates at the same rotation speed because the first, second and third rotating members are locked and power from the power source is transmitted to the pair of wheels. Accordingly, it is possible to shift the drive mode between the two-wheel drive mode, the differential-free four-wheel drive mode and the differential-lock four-wheel drive mode by the operation of movable member. [0012]
  • In the present invention, it is possible to shift between the three drive modes by shifting a single movable member between the first position, the second position and the third position. Accordingly, the drive mode-shifting mechanism can be constructed and controlled in a rather simple manner. Further, it is possible to reduce the manufacturing cost of the drive mode-shifting mechanism. [0013]
  • The differential referenced herein refers to a differential assembly for absorbing the difference in rotational speed between the pair of wheels to permit smooth driving. The differential can be a limited slip differential. The final drive gearset referenced herein refers to the final drive/differential assembly.[0014]
  • BRIEF DESCRIPTION OF THE DRAWING FIGURES
  • The foregoing and additional features and characteristics of the present invention will become more apparent from the following detailed description considered with reference to the accompanying drawing figures in which like elements are designated by like reference numerals and wherein: [0015]
  • FIG. 1 is a schematic illustration of a portion of a vehicle provided with a driving device that includes a drive mode-shifting mechanism in accordance with the present invention; [0016]
  • FIG. 2 is a cross-sectional view of the main portions of the drive mode-shifting mechanism according to a first embodiment of the present invention; [0017]
  • FIG. 3 is a cross-sectional view of the main portions of the drive mode-shifting mechanism according to a second embodiment of the present invention; and [0018]
  • FIG. 4 is a side view of the drive mode-shifting mechanism shown in FIG. 3 as seen from the direction of the arrow A in FIG. 3.[0019]
  • DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS
  • A vehicle equipped with a driving force transmitting device in accordance with the present invention is schematically shown in FIG. 1. In the various embodiments of the present invention discussed below, the vehicle is a rear wheel drive vehicle in which engine power is transmitted to the rear wheels at all times. In the two-wheel-drive mode, power transmission to the front wheels is interrupted. [0020]
  • Referring to FIG. 1, the vehicle includes an engine [0021] 1 which serving as a power source, a transmission 2 connected to the output of the engine 1, a drive axle 3 having one end connected to the output side of the transmission 2 for transmitting power from the engine 1, and a pair of final drive gear-sets 4, 10 having differential gears inside and each disposed on one end of the drive axle 3. In addition, a pair of front axles 5, 7 is connectable to the output of the differential gear 20 (shown in FIG. 2) in the final gear-set 4 and respective front wheels 6,8 are attached to each of the front axles 5, 7 . A pair of rear axles 11, 13 is connected to the output of the differential gear in the final gear-set 10 and a respective rear wheel 12, 13 is attached to each of the rear axles 11, 13.
  • The driving force inputted from the drive axle [0022] 3 to the final gear-set 10 is transmitted to the pair of rear wheels 12, 14 at all times. Driving power inputted from the drive axle 3 to the final gear-set 4 is transmitted to the front wheels 6, 8 by operation of the drive mode-shifting mechanism 50 shown in FIG. 2.
  • Referring to FIG. 2, the differential gear [0023] 20 in the final gear-set 4 includes a pair of side gears 21, 22 formed in the same general direction of the front axles 5,7 and each composed of an output portion operatively associated with the respective front axle 5, 7. The differential gear 20 also includes a pair of pinion gears 23, 24 engaging the side gears 21, 22 respectively and formed generally in a direction perpendicular to the front axles 5, 7. The differential gear 20 is housed in a casing 25 for rotation in the same direction as the front axles 5, 7. The casing 25 forms a ring gear 25 b engaging a pinion gear 27 a formed on the end of an input shaft 27 which transmits the rotation of the drive axle 3 to the casing 25 via a yoke 26. An output shaft 31 which engages the side gear 21 by way of a spline is connected to the front axle 5 via a ball joint 28.
  • The drive mode-shifting mechanism [0024] 50 is formed in the final gear-set 4 and includes a first rotating member constituted by the side gear 22 which is the output to the front wheel 8, a second rotating member 32 rotatable together with the front wheel 8 and located at the axial end of the first rotating member 22 for rotating relative to the first rotating member 22, a third rotating member 25A constituting part of the casing 25 which rotates in accordance with the rotation of the input shaft 27, a sleeve 41 constituting a movable member that is movable between a first position in which the first rotating member 22 and the second rotating member 32 are disconnected to effect the two-wheel-drive mode, a second position for connecting the first rotating member 22 and the second rotating member 32 to effect differential-free four-wheel-drive mode, and a third position for connecting the second rotating member 32 and the third rotating member 25A to effect the differential-lock four-wheel-drive mode, and an actuator 42 for moving the sleeve 41 in the axial direction between the first, second and third positions . The sleeve 41 and the actuator 42 form a shifting device 40. The second rotating member 32 is disposed in a housing 29 at a position adjacent the axial end of the first rotating member 22. The end of the second rotating member 32 is connected with the front axle 7 via a ball joint 30.
  • The outer surface of the first rotating member [0025] 22 is provided with a first spline 22 a, the outer surface of the second rotating member 32 is provided with a second spline 32 a, and the inner surface of the third rotating member 25A is provided with a third spline 25 a. The cross-sectional shape of the first spline 22 a and the second spline 32 a is substantially same. Further, the third spline 25 a opposes the first spline 22 a generally in the radial direction. The sleeve 41 possesses a cylindrical hollow shape and is provided with splines on its inner surface and its outer surface which are engageable with the first spline,22 a, the second spline 32 a and the third spline 25 a. In the present invention, the first spline 22 a rotates together with the second spline 32 a by moving the sleeve 41 in the axial direction.
  • The actuator [0026] 42 which moves the sleeve 41 in the axial direction includes or is operatively associated with an electric motor that rotates according to the supplied current, a reduction gear that reduces the output of the electric motor, an output gear for transmitting the output from the reduction gear via a spiral spring, and a rack 44 transforming the rotation of the output gear into movement in the axial direction. The rack 44 is slidably movable on the outer surface of a shaft 46 which is installed in the housing 29. The operation of the motor is controlled by an electric control unit (ECU). The driving force of the motor is transmitted to the output gear via the reduction gear and the spiral spring, and the rack 44 moves in the axial direction in accordance with the rotation of the output gear. This thus causes a fork member 45 which fixed on the rack 44 to also move in the axial direction. Accordingly, it is possible to engage the sleeve 41 mounted on the end of the fork 45 with each of the splines 22 a, 32 a, 25 a by axially moving the fork 45.
  • With the vehicle in the two-wheel-drive mode, the sleeve [0027] 41 is located at the left end of FIG. 2 shown in solid line which constitutes the first position. At the first position, the sleeve 41 engages the first rotating member 22 but does not engage the second rotating member 32. Driving torque from the engine 1 is transmitted to the casing 25 from the transmission 2 via the drive axle 3, the yoke 26 and the input shaft 27. However, the first rotating member 22 rotates only itself because the first rotating member 22 is not engaged with the front axle 7. In this way, the two-wheel-drive mode is performed because the driving force from the drive axle 3 is not transmitted to the front axle 7.
  • When the vehicle shifts to the differential-free four-wheel-drive mode from the two-wheel-drive mode, the sleeve [0028] 41 engages the second spline 32 a and the first spline 22 a as a result of sliding movement of the sleeve 41 towards the center portion shown in broken line in FIG. 2. This constitutes the second position of the sleeve 41. At the second position, the sleeve 41 does not engage the third spline 25 a. It is to be noted that when the phase or rotation of the first spline 22 a differs from the phase or rotation of the second spline 32 a, the sleeve 41 cannot move to engage with the first spline 22 a, and the spiral spring is compressed in spite of driving the motor. When the phase of the first spline 22 a moves into harmonization with the phase of the second spline 32 a, the sleeve 41 is able to move axially and engage the first spline 22 a. Driving torque from the engine 1 is thus transmitted to the casing 25 from the transmission 2 via the drive axle 3, the yoke 26 and the input shaft 27. Further, driving torque from the engine 1 is transmitted to the front wheels 6, 8 from the side gears 21, 22 as output of the differential gear 20 via the transmission 2 and the front axles 5, 7. When the vehicle is turning, rotation differences are generated between the left side front wheel 8 and the right side front wheel 6. However, these rotation differences are absorbed by the rotation of the side gears 21, 22 and the pinion gears 23, 24 themselves and so it is possible to smoothly drive the vehicle.
  • When the vehicle shifts to the differential-lock four-wheel-drive mode from the differential-free four-wheel-drive mode, the sleeve [0029] 41 engages the second spline 32 a and the first spline 22 a through movement of the sleeve 41 toward the right end in FIG. 2. This position of the sleeve 41 is shown in broken line in FIG. 3 and constitutes the third position of the sleeve 41. At the third position, the spline on the outer surface of the sleeve 41 engages the third spline 25 a. The front axles 5, 7 and the casing 25 are thus locked-up and rotate together as a unit. Driving torque from the engine 1 is transmitted to the front wheels 6, 7 from the transmission 2 via the drive axle 3, the yoke 26, the input shaft 27, the casing 25 and the front axles 5, 7. In this condition, the capability for running progresses because the differential gear 20 does not operate and the front wheels 6, 8 rotate together or as a unit if one of the front wheels 6, 8 does not contact the road or travels into a muddy area for example.
  • According to the first embodiment, when the splined shafts are out of phase with one another, the sliding movement of the sleeve [0030] 41 is limited through use of the spiral spring. It is to be understood, however, that the use of the spiral spring is not essential to the present invention. Rather, any type of mechanism may be used as long as the sleeve 41 is inhibited from sliding before the splines are located in phase with one another. Further, it is possible to use a mechanism different from the motor actuator 42. for sliding the sleeve 41, such as one involving a manual lever.
  • A second embodiment of the present invention is explained below with reference to the illustrations FIGS. 3 and 4. FIG. 3 is a cross-sectional view of the main portions of the drive mode-shifting mechanism [0031] 100 according to the second embodiment while FIG. 4 illustrates a shifting device 90 including a movable member 91 of the drive mode-shifting mechanism 100.
  • As shown in FIG. 3, the drive mode-shifting mechanism [0032] 100 includes a first rotating member 74 as a ring gear which rotates in the same direction as the output of a differential gear 70, a second rotating member 75A formed as part of a casing 75 of the differential gear 70 and rotatable relative to the first rotating member 74, a third rotating member 73 which is an output of the differential gear 70, and a sleeve 91 functioning as a movable member. The sleeve or movable member 91 is movable between a first position in which the first and second rotating members 74, 75A are disconnected to effect the two-wheel-drive mode, a second position in which the first and second rotating members 74, 75A are connected to effect the differential-free four-wheel-drive mode, and a third position in which the first and third rotating members 74, 73 are connected to effect the differential-lock four-wheel-drive mode.
  • The first rotating member [0033] 74 is the ring gear engaging a pinion gear 77 a of an input shaft 77, with a first spline 74 a being formed in the inner surface of the first rotating member 74. The second rotating member 75A is a part of the casing 75, and a second spline 75 a is formed on the inner surface of the rotating member 75A in opposing relation to the first spline 74 a with respect to the radial direction. The third rotating member 73 is spline engaged with the outer surface of the output shaft 81 which rotates together with the side gear 71 as an output of the differential gear 70. A third spline 73 a having the same shape as the second spline 75 a is formed on the outer surface of the third rotating member 73. An actuator 92 is operatively associated with the sleeve 91 to move the sleeve 91 in the axial direction. The shifting device 90 is comprised of the sleeve 91 and the actuator 92.
  • The sleeve [0034] 91 is formed as a generally cylindrical hollow-shaped element with splines formed on its outer and inner surface to engage the splines 74 a, 75 a, 73 a. The sleeve 91 slides along the axial direction of the first, second and third rotating members 74, 75, 73. The structure and operation of the actuator 92 is the same as that described above in connection with the first embodiment and so a detailed description is not repeated here.
  • When the vehicle is in the two-wheel-drive mode, the sleeve [0035] 41 is located at the left end of FIGS. 3 and 4 and is shown in solid lines. In this first position of the sleeve 91, the spline on the inner surface of the sleeve 91 does not engage the second spline 75 a. Accordingly, rotation of the ring gear (the first rotating member) 75 b is not transmitted and so while the rear wheels are driven, the front wheels are not so that they simply rotate following the rear wheels.
  • When the vehicle shifts to the differential-free four-wheel-drive mode from the two-wheel-drive mode, the sleeve [0036] 91 slides toward the center portion in FIGS. 3 and 4 by operation of the actuator 92 by way of the fork 95. At this center position constituting the second position, the spline on the outer surface of the sleeve 91 engages the first spline 74 a and the spline on the inner surface of the sleeve 91 engages the second spline 75 a. Therefore, the casing 25 rotates by virtue of the transmission of the rotation of the drive axle to the casing 25 via the ring gear 75 b. The driving force is thus transmitted to the front wheels upon becoming shifted to the differential-free four-wheel-drive mode from the two-wheel-drive mode, and the differential gear 70 is rendered operational.
  • When the vehicle shifts to the differential-lock four-wheel-drive mode from the differential-free four-wheel-drive mode, the sleeve [0037] 91 is moved to the right end from the center portion in FIGS. 3 and 4 through operation of the actuator 92 by way of the fork 95. In this third position of the sleeve 91, the spline on the outer surface of the sleeve 91 engages the first spline 74 a and the spline on the inner surface of the sleeve 91 engages the second spline 75 a and the third spline 73 a. In this condition, the ring gear 75 b, the casing 75 and one of the side gear 71 of the differential gear 70 are locked up and rotate as a unit. The device is thus shifted to the differential-lock four-wheel-drive mode from the differential-free four-wheel-drive mode in which the differential gear 70 is not operational.
  • The second embodiment of the present invention is advantageous in that the power loss can be lessened as compared to the vehicle described in the first embodiment because the rotation of the drive axle is not transmitted to the casing [0038] 75 during the two-wheel-drive mode.
  • In accordance with the present invention, it is possible to shift between three drive modes by moving the one movable member between the first position, the second position and the third position. Accordingly, the drive mode-shifting mechanism can be constructed and controlled in a relatively simple manner. Further, it is possible to prevent an increase in the cost of the drive mode-shifting mechanism. [0039]
  • In the first and second embodiments of the present invention, it is also possible to shorten the length of the differential with respect to the width direction of the vehicle because the first spline is formed so as to oppose the third spline with respect to the radial direction. That is, the first rotating member is disposed around the third rotating member so as to overlap with respect to the axial direction. [0040]
  • The principles, preferred embodiments and modes of operation of the present invention have been described in the foregoing specification. However, the invention which is intended to be protected is not to be construed as limited to the particular embodiments described. Further, the embodiments described herein are to be regarded as illustrative rather than restrictive. Variations and changes may be made by others, and equivalents employed, without departing from the spirit of the present invention. For example, it is possible to connect each rotating member by using a dog clutch instead of the spline. [0041]

Claims (15)

What is claimed is:
1. A driving force transmitting device for vehicle comprising:
a housing in which are disposed a differential gear connected to a pair of wheels and a drive-mode-shifting mechanism; and
the drive-mode-shifting mechanism including a first rotating member forming an output member of the differential gear for one wheel side, a second rotating member rotatable relative to the first rotating member and rotatable together with one of the wheels, a third rotating member rotatable together with a casing of the differential gear to which a driving force is transmitted from a power source, and a movable member movable between a first position in which the first and the second rotating members are disconnected to effect a two-wheel-drive mode, a second position in which the first and the second rotating members are connected to effect a differential-free four-wheel-drive mode, and a third position in which the first, the second and the third rotating members are connected to effect a differential-lock four-wheel-drive mode.
2. A driving force transmitting device for vehicle according to claim 1, wherein the first, the second and the third rotating members are disposed coaxially.
3. A driving force transmitting device for vehicle according to claim 2, wherein the movable member moves in an axial direction of the first, the second and the third rotating members.
4. A driving force transmitting device for vehicle according to claim 3, wherein the first rotating member has a surface provided with a first spline, the second rotating member has a surface provided with a second spline, the third rotating member has a surface provided with a third spline, and the movable member is provided with a shift spline engageable with the first, the second and the third splines.
5. A driving force transmitting device for vehicle according to claim 4, wherein the first spline is provided on an outer surface of the first rotating member, the second spline is provided on an outer surface of the second rotating member, the third spline is provided on an inner surface of the third rotating member, the first spline possesses a cross-sectional shape that is the same as the cross-sectional shape of the second spline, and the third spline is disposed on an outer circumference of the first spline.
6. A driving force transmitting device for vehicle comprising:
a housing in which are disposed a differential gear connected to a pair of wheels and a drive-mode-shifting mechanism, the drive-mode-shifting mechanism including a first rotating member rotatable in response to a driving force transmitted from a power source, a second rotating member rotatable together with a casing of the differential gear, a third rotating member forming an output member for the differential gear and rotatable together with one wheel, and a movable member shiftable between a first position in which the first and second rotating members are disconnected to effect a two-wheel-drive mode, a second position in which the first and second rotating members are connected to effect a differential-free four-wheel-drive mode, and a third position in which the first and third rotating members are connected to effect a differential-lock four-wheel-drive mode.
7. A driving force transmitting device for vehicle according to claim 6, wherein the first, the second and the third rotating members are disposed coaxially.
8. A driving force transmitting device for vehicle according to claim 7, wherein the movable member moves in an axial direction of the first, the second and the third rotating members.
9. A driving force transmitting device for vehicle according to claim 8, wherein the first rotating member has a surface provided with a first spline, the second rotating member has a surface provided with a second spline, the third rotating member has a surface provided with a third spline, and the movable member is provided with a shift spline engageable with the first, the second and the third splines.
10. A driving force transmitting device for vehicle according to claim 9, wherein the first spline is provided on an inner surface of the first rotating member, the second spline is provided on an outer surface of the second rotating member, the third spline is provided on an outer surface of the third rotating member, the second spline possesses a cross-sectional shape that is the same as the cross-sectional shape of the third spline, and the first spline is disposed on an outer circumference of the second spline.
11. A driving force transmitting device for vehicle comprising:
a housing in which are disposed a differential gear connected to a pair of wheels and a drive-mode-shifting mechanism; and
the drive-mode-shifting mechanism including a movable member movable between a first position in which transmitted driving force from a power source is not transmitted to the differential gear or the wheels to effect a two-wheel-drive mode, a second position in which the transmitted driving force from the power source is transmitted to the differential gear to effect a differential-free four-wheel-drive mode, and a third position in which the transmitted driving force from the power source bypasses the differential gear and is transmitted to the wheels to effect a differential-lock four-wheel-drive mode.
12. A driving force transmitting device for vehicle according to claim 11, wherein the drive-mode-shifting mechanism includes a first rotating member forming an output member of the differential gear for one wheel side and a second rotating member rotatable relative to the first rotating member and rotatable together with one of the wheels, the second member being coaxial with the first member.
13. A driving force transmitting device for vehicle according to claim 12, wherein the drive-mode-shifting mechanism also includes a third rotating member rotatable together with a casing of the differential gear to which a driving force is transmitted from a power source.
14. A driving force transmitting device for vehicle according to claim 13, wherein the first rotating member has a surface provided with a first spline, the second rotating member has a surface provided with a second spline, the third rotating member has a surface provided with a third spline, and the movable member is provided with a shift spline engageable with the first, the second and the third splines.
15. A driving force transmitting device for vehicle according to claim 14, wherein the first spline is provided on an outer surface of the first rotating member, the second spline is provided on an outer surface of the second rotating member, the third spline is provided on an inner surface of the third rotating member, the first spline possesses a cross-sectional shape that is the same as the cross-sectional shape of the second spline, and the third spline is disposed on an outer circumference of the first spline.
US10/208,770 1999-07-14 2002-08-01 Driving force transmitting device for vehicle Expired - Lifetime US6620073B2 (en)

Priority Applications (7)

Application Number Priority Date Filing Date Title
JP11-200021 1999-07-14
JP20002199 1999-07-14
JP11(1999)-200021 1999-07-14
JP2000212515A JP4461582B2 (en) 1999-07-14 2000-07-13 Driving force switching mechanism
JP2000-212515 2000-07-13
US09/617,034 US6450915B1 (en) 1999-07-14 2000-07-14 Driving force transmitting device for vehicle
US10/208,770 US6620073B2 (en) 1999-07-14 2002-08-01 Driving force transmitting device for vehicle

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
US10/208,770 US6620073B2 (en) 1999-07-14 2002-08-01 Driving force transmitting device for vehicle

Related Parent Applications (1)

Application Number Title Priority Date Filing Date
US09/617,034 Division US6450915B1 (en) 1999-07-14 2000-07-14 Driving force transmitting device for vehicle

Publications (2)

Publication Number Publication Date
US20020187874A1 true US20020187874A1 (en) 2002-12-12
US6620073B2 US6620073B2 (en) 2003-09-16

Family

ID=26511911

Family Applications (2)

Application Number Title Priority Date Filing Date
US09/617,034 Expired - Lifetime US6450915B1 (en) 1999-07-14 2000-07-14 Driving force transmitting device for vehicle
US10/208,770 Expired - Lifetime US6620073B2 (en) 1999-07-14 2002-08-01 Driving force transmitting device for vehicle

Family Applications Before (1)

Application Number Title Priority Date Filing Date
US09/617,034 Expired - Lifetime US6450915B1 (en) 1999-07-14 2000-07-14 Driving force transmitting device for vehicle

Country Status (2)

Country Link
US (2) US6450915B1 (en)
JP (1) JP4461582B2 (en)

Cited By (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB2426558A (en) * 2005-05-24 2006-11-29 Daimler Chrysler Corp A differential with three engagement modes
US20100262347A1 (en) * 2009-04-13 2010-10-14 Yamaha Hatsudoki Kabushiki Kaisha Vehicle
US20180222317A1 (en) * 2015-08-03 2018-08-09 Cnh Industrial Latin America Ltda. Shaft Connection for a Vehicle
US10088028B2 (en) * 2016-05-18 2018-10-02 Griiip Automotive Engineering Ltd. System structure and method for powering racing car
US10245948B2 (en) * 2014-09-03 2019-04-02 Bayerische Motoren Werke Aktiengesellschaft Eco 4×4 front-axle transmission having an integrated shut-off unit for all wheel drives

Families Citing this family (30)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US6540640B2 (en) * 2001-02-13 2003-04-01 American Axle & Manufacturing, Inc. Power on demand differential
JP4552341B2 (en) * 2001-03-26 2010-09-29 アイシン精機株式会社 Differential equipment for four-wheel drive vehicles
JP4296239B2 (en) * 2001-09-13 2009-07-15 デーナ、オータモウティヴ、システィムズ、グループ、エルエルシー Double coupled disengagement drive axle differential assembly
JP2003191767A (en) * 2001-12-26 2003-07-09 Honda Motor Co Ltd Two-wheel/four-wheel drive switching device for vehicle
JP4076361B2 (en) 2002-03-25 2008-04-16 株式会社ショーワ Power switching device
JP4094315B2 (en) * 2002-03-25 2008-06-04 株式会社ショーワ Power switching device
JP4010839B2 (en) 2002-03-25 2007-11-21 株式会社ショーワ Power switching device
US6780137B1 (en) * 2002-07-26 2004-08-24 Hydro-Gear Limited Partnership Differential lock mechanism
US7018317B2 (en) * 2003-05-07 2006-03-28 Arctic Cat Inc. Recreational vehicle locking differential
JP2005106157A (en) * 2003-09-30 2005-04-21 Aisin Seiki Co Ltd Differential device and power switching device using the same
DE102005037559B4 (en) * 2005-08-10 2021-03-25 Zf Friedrichshafen Ag Lockable differential
CN101033789B (en) * 2006-03-09 2010-06-16 介隆兴齿轮股份有限公司 Differential mechanism capable of implementing three stage type control
US20070270274A1 (en) * 2006-05-19 2007-11-22 Bor-Yih Wu Vehicular Differential Transmission Device
ES2356359T3 (en) * 2006-05-24 2011-04-07 New Kailung Gear Co., Ltd. DIFFERENTIAL GEAR SYSTEM WITH THREE POSITION COMMAND MECHANISM.
JP4959354B2 (en) * 2007-01-29 2012-06-20 本田技研工業株式会社 Hydraulic circuit for vehicle drive device
JP4313826B2 (en) 2007-04-24 2009-08-12 株式会社エフ・シー・シー Power transmission device
JP4642045B2 (en) 2007-05-10 2011-03-02 株式会社エフ・シー・シー Power transmission device
JP4496236B2 (en) 2007-05-11 2010-07-07 株式会社エフ・シー・シー Power transmission device
US8132638B2 (en) * 2008-10-03 2012-03-13 Eaton Corporation Rear drive module wheel disconnect
JP2011117511A (en) * 2009-12-02 2011-06-16 Honda Motor Co Ltd Differential gear for vehicle, and vehicle
EP2407334B1 (en) * 2010-07-14 2018-11-28 Kwang Yang Motor Co., Ltd. Vehicle power switching device
JP5122690B2 (en) * 2012-02-06 2013-01-16 本田技研工業株式会社 Hydraulic circuit for vehicle drive device
US8875833B2 (en) * 2012-12-31 2014-11-04 Kawasaki Jukogyo Kabushiki Kaisha Utility vehicle
EP2881606B1 (en) 2013-09-12 2017-05-17 Jtekt Corporation Electromagnetic clutch device
JP6112097B2 (en) * 2013-11-25 2017-04-12 トヨタ自動車株式会社 Left and right driving force distribution unit with disconnect mechanism for four-wheel drive vehicles
US9546696B2 (en) * 2014-05-02 2017-01-17 Gkn Driveline North America, Inc. Driveline disconnect device
JP6119782B2 (en) * 2015-03-13 2017-04-26 トヨタ自動車株式会社 Differential device for four-wheel drive vehicle
US10343519B2 (en) 2016-06-23 2019-07-09 Dana Heavy Vehicle Systems Group, Llc Mechanical shift assembly for a shiftable tandem drive axle
DE102016213233B4 (en) 2016-07-20 2020-02-27 Magna powertrain gmbh & co kg Differential gear with shutdown function and locking function
US9784355B1 (en) 2016-08-31 2017-10-10 Dana Heavy Vehicle Systems Group, Llc Axle disconnect and differential lock combination

Family Cites Families (11)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3973450A (en) * 1975-03-24 1976-08-10 Clark Equipment Company Dynamic tooth clutch
US4271722A (en) * 1979-08-01 1981-06-09 Dana Corporation Axle disconnect
US4341281A (en) 1980-03-03 1982-07-27 General Motors Corporation Split axle drive mechanism
JPH0637141B2 (en) * 1985-01-30 1994-05-18 スズキ株式会社 Two-wheel / four-wheel drive switching device
FR2597037B1 (en) * 1986-04-10 1991-03-29 Peugeot Rear deck for four-drive vehicle
JPH01107635U (en) * 1988-01-13 1989-07-20
US5171192A (en) * 1990-12-31 1992-12-15 Dana Corporation Locking differential
US5386898A (en) * 1993-11-05 1995-02-07 Borg-Warner Automotive, Inc. Vacuum actuated axle disconnect
JP3183059B2 (en) 1994-09-20 2001-07-03 日産自動車株式会社 Differential device for four-wheel drive vehicles
DE19716386C2 (en) * 1996-04-19 2002-10-31 Tochigi Fuji Sangyo Kk differential
AUPO047596A0 (en) * 1996-06-17 1996-07-11 Jack Mcnamara Differential Specialist Pty Ltd Locking differential

Cited By (10)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB2426558A (en) * 2005-05-24 2006-11-29 Daimler Chrysler Corp A differential with three engagement modes
US20060270510A1 (en) * 2005-05-24 2006-11-30 Pistagnesi Anthony H Three stage differential assembly and method of operating the same
US7294085B2 (en) 2005-05-24 2007-11-13 Chrysler Llc Three stages differential assembly and method of operating the same
GB2426558B (en) * 2005-05-24 2010-10-06 Daimler Chrysler Corp Three stage differential assembly and method of operating the same
US20100262347A1 (en) * 2009-04-13 2010-10-14 Yamaha Hatsudoki Kabushiki Kaisha Vehicle
US8725376B2 (en) * 2009-04-13 2014-05-13 Yamaha Hatsudoki Kabushiki Kaisha Vehicle
US10245948B2 (en) * 2014-09-03 2019-04-02 Bayerische Motoren Werke Aktiengesellschaft Eco 4×4 front-axle transmission having an integrated shut-off unit for all wheel drives
US20180222317A1 (en) * 2015-08-03 2018-08-09 Cnh Industrial Latin America Ltda. Shaft Connection for a Vehicle
US10696158B2 (en) * 2015-08-03 2020-06-30 Cnh Industrial America Llc Shaft connection for a vehicle
US10088028B2 (en) * 2016-05-18 2018-10-02 Griiip Automotive Engineering Ltd. System structure and method for powering racing car

Also Published As

Publication number Publication date
JP2001080385A (en) 2001-03-27
JP4461582B2 (en) 2010-05-12
US6620073B2 (en) 2003-09-16
US6450915B1 (en) 2002-09-17

Similar Documents

Publication Publication Date Title
CN106904073B (en) Separable power train for all-wheel drive vehicle
USRE38012E1 (en) Bi-directional overrunning clutch
JP5941136B2 (en) Power transmission device
US6863634B2 (en) Tandem axle power divider assembly with inboard slip driveshaft connection
CA1187006A (en) Four-wheel vehicle drive system
US6805652B2 (en) On-demand transfer case with controllable bi-directional overrunning clutch assembly
EP1533169B1 (en) Clutch actuation system for two-speed active transfer case
US8316738B2 (en) Compact transfer case with beveloid gearset
EP1072457B1 (en) Split helical planetary gear assembly
JP5675628B2 (en) One-way or selectable clutch with multiple rows of ratchet elements
US6378677B1 (en) Power transmission device having electromagnetic clutch
US6062361A (en) Acceleration sensitive double overrunning clutch
JP4143177B2 (en) Clutch with magneto-rheological actuator for transfer case etc.
EP0841205B1 (en) Synchronized range shift for two-speed transfer case
US7694598B2 (en) Two-speed transfer case with adaptive torque transfer clutch
CA1216175A (en) System for shifting a vehicle to two or four-wheel drive
JP4191414B2 (en) Differential device and vehicle power transmission device
US4883138A (en) Four-wheel drive vehicle operating system
EP1527937B1 (en) Two-speed transfer case with adaptive clutch control
US9162567B2 (en) Single speed and two-speed disconnecting axle arrangements
EP1010565B1 (en) Synchronized range shift mechanism for transfer case
EP1040955B1 (en) Transfer case with disconnectable transfer clutch
US6142905A (en) Full-time four-wheel drive transmission with limited slip clutch
US5992592A (en) Bi-directional overrunning clutch assembly for transfer cases and the like
US3962930A (en) Synchronized manually controlled multiple speed ratio transmission

Legal Events

Date Code Title Description
STCF Information on status: patent grant

Free format text: PATENTED CASE

FPAY Fee payment

Year of fee payment: 4

FPAY Fee payment

Year of fee payment: 8

FPAY Fee payment

Year of fee payment: 12